Internal-combustion motor.



D.J. McKENNON.

INTERNAL comausn'ow MOTOR.

APPLICATION FILED OCT.25,1909.

Patented-Mg. 10, 1915.

2 SHEETSSHEET,, 1.

D. J McKINNON. mmwwmnumsusnow MOTOR.

APPLlCATlON FILED (JCT-251M309.

iui'ontedfuw. 10, 191" '2 SHEETS-SHEET 2.

WITNESSES:

intense,

nnrr snares rare DONALD J. lVloKINNON, OF TORONTO, ONTARIO. CANADA. ASSIGNOR, BY DIRECT AND MESNE ASSIGNMENTS, TO PACKARD MOTOR CAR A CORPORATION OF MICHIGAN.

COMPANY, or DETROIT, MICHIGAN,

INTERNAL-COMBUSTION MOTOR.

Specification of Letters Patent.

Patented Aug. 10, 1915.

. Application filed October 25, 1909. Serial No. 524.560.

To all whom it may concern:

3e, it known that I, Domino J. MCKIN- son, or the city of loronto, Province of Ontario, Canada, have invented certain new and useful Improvements in lnternaLCombustion Motors, of which the following is a specification. I This invention relates particularly to the valve construction of the motor and my object is'to devise a valve which compared with ordinary valves will be more nearly silent, better balanced, simpler, less subject to wear, and specially adapted to ,multicylinder motors. l

I attain my object by providing the combustion chamber of the engine with inlet and exhaust ports 1n its sides and sleeving thereon cylind 'ical rotatable valve sleeves having ports therein adapted toregister with the ports in the combustion chamber.

The sleeves are given a reciprocating rotary movement by suitable driving means and the driving means are so arranged that the movements of the'slecves are not synchronous. .The sleeves thus have a movement relative to one another and this relative movement coupled with a suitable variation in the size of the ports enables me to secure the proper timing of the opening and closing of the ports.

Figure 1 is a side view of a motor provided with my improvements. Fig. 2 is aircnd elevation of the same partly in seclion.- Fig. 3 is a plan view showing my invc'ntion applied to a multi-cylinder motor.

Figs. 4-56 and 7 "are 'diagrammatical.

plan views showing the position of the ports in all the cylinders at the commencement of the suction stroke of each cylinder. Fig. 8 is a cross section through the cylinder and valve.

f In the drawings like letters of-reference "indicate corresponding parts in the dilferent figures. j

A 's acylinder of an engine which is in thomain of ordinary construction and need .notbe particularly described. I

B is the head portion thereof or the combustion chamber and is in axial alinement with the cylinder and, preferably, of somewhat U less diameter than the cylinder in order that it may be made sufiiciently long for the purfpo'sesofniy invention without having un- -du'ly great capacity. This combustion chamber is water jacketed as shown, and the exterior wall being of cylindrical form and preferably of less diameter than the corresponding exterior wall of the water jacketed cylinder, thus permitting the use of valves of small diameter, and it is provided with the inlet port E and outlet port F.

(l and D are-cylindrical valves concentric with the combustion chamber and preferably, though not necessarily, both exterior thereto. The outer sleeve is provided with the inlet port G and the exhaust port H, while the interior slccvc D is provided with the inlet port I and the exhaust port J. The inner valve D has an end K formed thereon fitting closely on the top of the combustion chamber. The end is also provided with an integral extension or sleeve L above the cud K and journalcd on the boss M termed on the end ofthe cylinder. .This boss provides means for the insertion of a spark plug. The outer valve 0 has an end N formed thereon fitting over the end K of the valve l). The end N is provided with an integral extension or sleeve 0 above the end N and journaled on the sleeve IL The sleeve L has an attachment or Clillllfflllll 1) formed thereon and the sleeve 0 the attachment or crank arm 0. arms are pivotally connected respectively the connecting rods P and Q, of which are pivotally connected to the cranks S and R formed on the crank shaft T. This crank shaft is suitably journaled parallel to the axis of the cylinder and is driven by bevel gearing d from the motor shaft U. It will be noted that the cranks R and S are not in alinement, the crank S, (h iving the inner valve, being set at an angle of 135 degrees to the crank R, driving the outer sleeve. It will also be noted that the throw of the cranks R and S'is considerably less than the throw of the crank arms I) and c, consequently the rotation of the crank shaft '1 will produce a reciprocating rotary movement of the valves 0 and D. Owin g to the setting of the cranks R and S, it will also be evident that the movements of the valves G and D are asynchronous, that is,

the other ends Reference to Figs. 4 and 7 of the drawings will also show that I make the ports in the two valves of different sizes. For instance,

in Fig. 4, cylinder 1, it will be seen that the inlet port of the outer valve C is shorter than the inlet port of the inner valve D, while the exhaust ports in both valves are of substantially the same length, both being greater than the larger of the two inlet ports. By suitably proportioning the ports the time of opening the ports of the combustion chamber and the length of time they 1 are open may be exactly adjusted.

Owing to'the setting of the cranks R and S the suction stroke of cylinder 1 commences while both valves are moving in one direction; while when the port is closed, the outer valve is moving in the opposite direction; further when the suction stroke of the fourth cylinder commences the inner valve is almost stationary and the outer valye moving in the reverse direction to that 1n which itwas moving at-the commencement of the suction stroke in cylinder 1, consequently, the ports in cylinder 4 require to be differently proportioned, the inlet port in the outer valve being longerthan theinlet port in the inner valve, while with the exhaust ports the reverse is the case.

The proportions of the ports in the various cylinders may be easily worked out by anyone skilledin the art. I show, however, as an illustration, in Figs. 4 to 7 the proportions of the ports in each valve for a four cylinder engine when the proportions and arrangement of the cranks are as shown in Fig. 3.

1 Figs. 4 and -7 I illustrate also the position "ofthecenters of the crank shaft T and over the top of the outer valve C, as shown,

and is provided with the inlet port f and exha'ust port- 9 registering respectively with the inlet port E and exhaust portF of thecombustion chamber. This casing holds the valves closely in place and is itself held down by the divided flanged ring X which is clamped in place to engage the flanges m and 3/ formed on the casing and the outer wall of the cylinder respectively.

In order to make the moving parts ga tight without involving unduefriction, 1

" These it will be seen are fitted at the extreme worn by the the parts movmg' over them and if the rings provide the annular elastic packing rings e.

ends of the valves. This arrangement is important as grooves will ultimately be acking rings in the faces of In connection with each of these each 'port bearing against the inner valve and extending above and below the port to meet the rings 6. Similar strips are set in the inner valve at each side of the ports therein bearing on the outer valve. These strips .prevent lateral leakage from the ports,

end leaking being prevented by the rings.

From the above description it will be seen that the essential feature of the present invention lies in the use of the two reciprocating rotary valves asynchronously driven,

so that the valves, when in motion, are moving either in opposite directions or in the same direction at different rates of speed, thus enabling me, by suitably proportioning the parts, to secure any desired timing of' the opening and closing of the inlet and ex haust ports of the combustion chamber. Keeping this in mind many changes might be made in the exact arrangement and p0- sitioning of the valves and the method of driving the same.

What I claim as my invention is 1. In an internal combustion motor, the combination of a cylindrical combustion chamber having an inlet and an exhaust port formed in its sides, two cylindrical rotatable valves concentric with the combustion hamber and adapted to control the ports of the combustion chamber, means for imparting an asynchronous reciprocating rotary movement to said valves comprising a crank shaft, cranks formed thereon out of alinement with one another, cranksformed on the valves, and connecting rods between the cranks of the valves and the cranks of the crank shaft respectively.

2. In a 'multi-cylinder internal combustion motor, the combination of a pluralitof cylinders each provided with a cylindrlcal combustion chamber having an inlet and an exhaust port formed in its sides, two cylindrical rotatable valves concentric with the combustion chamber and adapted to control the ports of the combustion chamher, a crank and coupling bar connection between the corresponding valves of the different cylinders, and means for imparting" an asynchronous reciprocating movement to";

said coupling bars.

3. In an internal combustion motor, the combination of an exteriorly cylindrical combustion chamber having an inlet and an exhaust port formed in its sides, twocylindrical valve sleeves concentric with the combustion chamber and adapted to control the ports of the combustion chamber, and means for imparting an asynchronous reciprocating movement to said valves. comprising a crank shaft, cranks formed thereon outr of alinement with one another,. attachments formed on the valves, and connecting rods between the cranks and said attachments.

4. In an internal combustion motor, the combination of the cylinder having a combustion chamber of exterior cylindrical form, said chamber having an inlet and an exhaust port formed in its sides, two cylindrical rotatable valves concentric with the combustion chamber and adapted to control the ports thereof, and means for imparting an asynchronous reciprocating rotary movement to said valves.

5. In an internal combustion motor, the combination of the cylinder having a combustion chamber of exterior cylindrical form, said chan'iber having an inlet and an exhaust port formed in its sides, two cylindrical rotatable valves concentric with the combustion chamber and provided each with ports difi'ering in size from the corresponding ports in the other valve and adapted to be brought into communication with the ports in the combustion chamber, and means for imparting an asynchronous reciprocating rotary movement to said valves.

6. In an internal combustion motor, the

combination of a cylinder having a head portion of exterior cylindrical form, said head portion having an inlet and an exhaust port formed in its sides, two cylindrical concentrically arranged valve sleeves surrounding said head portion and adapted to control the ports thereof, said sleeves having integral extensions above the outer cylindricalwall of the head portion, operating attachments. on said extensions, and means connected to said attachments for imparting an' asynchronous reciprocating movement to said sleeves.

7. In an internal combustion motor, the

wall of the combustion chamber and said valve at the extreme end of the cylindrical part thereof, and means for imparting a rotative movement to said valve.

S. In an internal combustion motor, the combination of the cylinder having a combustion chamber of external cylindrical form, said chamber having an inlet and an exhaust port formed in its sides, a cylindrical rotatable valve sleeved on the outside of said combustion chamber and provided with ports adapted to be brought into communication with the ports of the combustion chamber, annular packing rings between the outer wall of the combustion chamber and said valve at the extreme ends of the cylindrical part thereof, and means for imparting a rotative movement to said valve.

9. In an internal combustion motor, the combination of the cylinder having a combustion chamber of exterior cylindrical form, said chamber having an inlet and an outlet port formed in its sides, two concentrically arranged cylindrical rotatable valves sleeved on the outside of said combustion chamber and provided with ports adapted to be brought into communication with the ports of the combustion chamber, annular packing between the outer wall of the combustion-chamber and theinner valve at the extreme ends of the cylindrical part of the latter, and annular packingbetween the two valves 'at the extreme ends of the cylindrical parts thereof.

10. In an internal combustion engine, the combination with a cylinder having a head and a portion surrounding said head and forming therewith an annular valve chamber, said head having spaced inner and outer walls which are contracted relative to the corresponding walls of the cylinder, and

drical sleeve valves located in said annular valve chamber and each provided with intake and exhaust ports adapted to register with the intake and exhaust ports respectively of said head and portion, and means A. CAMPBELL. 

